Railway traffic controlling apparatus



May 5, 193%. H A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Nov. 23,

Patented May 5, 1936 UNIT STAT E S PATENT oFFica 2,039,616 RAILWAY TRAFFIC CONTROLLING APPARATUS Herbert A. Wallace, Edgew'ood Borough, Pa'., as-

signor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application Noy'ember 2.3, 1927, Serial No. 235,245

Renewed August 4,1930

iociaims. (01. 246-3) 1 polarity of the controlling currents, One system,

of this general character is'di'sclosed and claimed inmy copending application; Serial No. 125,659, filed July 29, 1926, for Railway *traffic'controlling apparatus.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof 'in claims.

The accompanying drawing is a diagrammatic view illustrating one form of apparatus embodying my invention.

Referring to the drawing, the reference character W designates a stretch of track connected with the siding X by means of a railway switch A of the usual form. The switch A is operated by a motor M, which, in the form here shown, comprises a field 3 and an armature A. The switch controls a plurality of contacts which assume different positions in accordance with the position of the switch. Contact 5, for example, is closed only when the switch occupies its normal position, in which it is illustrated in the drawing. Similarly, contact 5 is closed only when the switch occupies its reverse position. Contact l0ll is closed at all times'except when the switch occupies its normal position, and contact iB-IZ is closed at all times except when the switch occupies its reverse position. The switch A also controls a plurality of contacts, here shown as two in number, which are successively closed for a brief interval of time as the switch moves from one extreme position to the other. As illustrated'in the drawing, when the'switch moves from its normal to its reverse position, contact ?-8 is closed for a brief interval of time and then opened. As the movement of the'switch continues, contact '|-8 is closed, and this contact is opened again before the switch attains its full reverse position. During movements of the switch from the reverse to the normal position, the contacts ?8 and 1-9 are successively operated in the reverse order.

The motor M controlling the switchA, is in turn controlled by a polarized relay D.' As shown in the drawing, the switchA'occupies itsnormal' 3 position and the relay D'occupiesitsnormal position. I If the relay D now becomes energized in the reverse position to swing "its contactsf to' the right,current from batteries E and E in series, flows from the positive terminallof battery E2, through wires 33, H and 42', reverse contact 43 of relay D, wireM, armature 40f motor'M, wire 45, reverse contact 45 of relay D, 'wire 41, 0 11;: tact |6-I2 operated by switch A'; Wire 48,-iie'ldf Bot motor M, and wire's 49; 59, 5|, 52 and" 5 3* fed the negative terminal "offbattery E As a-result of the current thussupplied tothe motor'M the motor is operatedin such direction as tof move the switch A to its reverse positio'ni When the switch attains its full reverse positionkcontact liB-l2 is opened, so that the motorcir'cuit is interrupted; In similar manner, it therelay D is restored to 'its'normal position, -current from batteries E and E in series flows fromthe' positive terminal of battery E througli wires flj' ll and 62, normal contact 46 of relay D, Wire' 45; armature 4 of motor M, wire 44', normal contact 13 of relay D, wire' I05, contact IB-E-Il operated by switch A, wire 48, field 3 of motor-M, and wires 49, 50, 5|, 52 and 53, back to battery E The motor then operates to restore the switch to its normal position, whereupon contact ill-'l l opens to deenergize the motor M.

The rails I and I of the stretch of track W and that portion of the siding X adjacent the switch," are divided from the rest of the track to form an" insulated detector track section which is provided with a track battery T and a track relay R to form atra'ck circuit of the usualand well known type.

Associated with rel'ay R is a polarized relay B and a slow-releasing relay C, the control of which relays will appear as the description pro ceeds.

Traffic over the switch A is governed by a plurality of signals, each designated by the reference" character S, with an appropriate distinguishing exponent. In the present embodimentpf my in vention, the signal S comprises an upper blade, which may be clearedto indicate toea's tbound' traflic that the switch A occupies its "normalipo sition, and a lower blade; which may be cleared to indicate to eastbound'traffic that the switch A is reversed. when signal S iscl'eared, it indicates that switch A is normal to permitwes't bound'traflic along the stretch W. Whensignal S is cleared, it indicated that-switch A is reversed to permit westbound trafiic from the" siding X to enter the stretch W. i

The switch A and the signals associated there with, are controlled: by apolarizedcontrol-relay" G, which, in turn, may be controlled over linewires l1 and 32 from a point remote from the switch, such, for example, as a dispatchers office or an interlocking cabin. Located in this office or cabin is a signal transmitter including a manually operable circuit controller or lever L, having two normal contacts |3-|3 and |4|4=- closed when the lever occupies one extreme position, two reverse contacts |3---|3 and |4|4 closed when the lever occupies the other extreme position, and two neutral contacts |3|3 and |4-|4 closed when the lever occupies its midposition. Lever L may be one of a plurality of similar levers located in an interlocking machine of the standard type.

Associated with lever L is a manually operable circuit controller K and a stick relay J, the purpose of which will be explained in detail hereinafter. Located adjacent the lever L is a slowreleasing indication relay H, which is controlled to give the operator a return indication of the condition of the apparatus adjacent the switch A.

As shown in the drawing, the switch A occupies its normal position, and the signals S are all at stop. Relay R is energized, relays B and D are de-energized, and relay C is energized. Relays G, H and J, are also de-energized. It should be pointed out that in the case of each of the polarized relays the polar contact which was last closedby positive operation of the relay remains closed until the polar armature is positively swung in the opposite direction. If the operator wishes to reverse the switch A, he moves the lever L to its reverse position, thereby closing contacts |3|3P and |4|4 Current then flows from battery B, through wire |5, contact |4|4 of lever L, wire I6, winding of relay H, wires I1 and I8, winding of relay G, wires l9 and 28, back contact 2| of relay B, wires 22, 23, 24, 32 and 25, reverse contact |3|3 of lever L, wire 26, winding of relay J, wires 21, 28 and 29, manually operable circuit controller K, and wires 38 and 3|, back to battery F The current supplied over this circuit traverses relays J, H and G in series, and the parts are so proportioned that the current supplied by battery F is of sufiicient magnitude to energize relay G in the reverse direction, thereby swinging its polar contacts to the right. The current thus supplied to the circuit is not of sufiicient magnitude to energize relay H, and this relay therefore remains open. Relay J becomes energized, but this operation has no significance in the sequence of operations about to be traced. When relay G becomes energized in the reverse direction, current from battery E flows through wires 33 and 34, reverse contact 35 of relay G, wire 36, front contact 31 of relay G, wire 38, winding of relay D, and wires 39 and 40,- back to battery E The current thus supplied to relay D energizes this relay in the reverse direction, thereby setting the motor M into operation to reverse switch A. j

During this movement of the switch A, contact 19 becomes closed and current then flows from battery E through wires 33, 4|, 54 and 55, contact 1-9, wire 56, front contact 51 of relay R, wires 58 and 59, winding of relay B, and wires 68, 6| and 48, back to battery E Relay B therefore becomes energized in the normal direction, but relay C is normally held closed by a circuit which passes from battery E through wires 40 and 61, back contact 68 of relay B, wire 69, winding of relay 0, and wires 18, .52 and 53 back to battery E The energization of relay B therefore tie-energizes relay C, Due to the slow re-' leasing characteristics of relay C, a brief interval of time elapses after the energization of relay B and prior to the opening of front contacts on relay C. During this brief time interval that relays B and C are closed an impulse of energy is delivered to relay H from batteries E and E in series, the circuit for this impulse of energy passing from battery E through wires 33, 4|, 54 and 55, contact 19, wire 56, front contact 51 of relay R, wires 58 and 62, front contact 63 of relay 3, wire 64, front contact 65 of relay C, wires 66 and I1, winding of relay H, wire I6, contact |4-|4 of lever L, wire l5, battery F wires 3| and 30, circuit controller K, wires 29, 28 and 21, winding of relay J, wire 26, contact |3--|3 of lever L, wires 25, 32, 24 and 23, normal contact 1| of relay B, and wires 12, 5|, 52 and 53 back to battery E It will be seen that the current thus supplied to relay H traverses battery F in a direction contrary to the electromotive force of this battery.

The combined voltage of batteries E and E is high enough, however, to insure that the current supplied to relay H in opposition to the current supplied by battery F over the circuit just traced is sufficient to energize relay H in the reverse direction so that its contacts swing to the right. When this happens, current from battery P flows over a front contact 81 and reverse contact 86 of relay H to an indication device, here shown as an electric lamp 90. The closing of contact 1-9 by switch A therefore energizes lamp 9!] to inform the operator of the lever L that a switch movement has commenced. Of course, contact 1-9 is closed only for a brief interval, and after the expiration of this interval relay B again drops and relay C picks up. Relay H therefore becomes de-energized and lamp 90 is extinguished. When contact 1--8 is closed, however, the same sequence of operations is carried on as has already been described for the closing of contacts 1-9, contact 1-8 being con nected in parallel with contacts 1--9. The effect of the return indication given by the apparatus is therefore to flash lamp 90 twice to inform the operator that the switch is being reversed,

When the switch has attained its full reverse position, the, opening of contact |0-|2 interrupts the circuit for the motor, as explained hereinbefore. to its neutral position to allow relay G to become de-energized. If, however, relay G is held energized in its reverse position, the closing of contact 5 upon movement of the switch to its full reverse position completes clearing circuits for the lower blade of signal S and for signal S The circuit for signal S may be traced from battery E through wires 33, 4|, 54 and 13, front contact 14 of relay R, wire 15, front contact 16 of relay G, wire 11, reverse contact 18 of relay G, wire 19, contact 5 operated by switch A, wires and 8|, operating mechanism of signal S and wires 82, 83, 6| and 40, back to battery E I'he circuit just traced is provided with a branch which passes from wire 80, through wire 84, operating mechanism of the lower blade of signal S and wire to wire 83. It follows that when switch A is reversed, when relay G is energized in its reverse direction, and when relay R is energized, the lower blade of signal S and signal S are cleared. The signals may be placed at stop at any time by restoring the lever L to its neutral position, thereby de-energizing relay G at front contact 16 of relay G.

Ifthe, operatorwishes-to restore the switch to its normal position, he may do so by moving the lever L to its normal position; Current frombattery F then flows through wire 9!, normal contact l3--l3 of lever L, wires 25, 32, 24, 23 and 22, backcontact H of relay. B, wires and I9, windingof relay-G, wires l8 and I1, winding ofrelay I-L-wire l6, normal contact l4l4 operated by lever L, wire 26, winding of relay J, wires- 21, 28 and- 29; circuit controller K, and wires 30 and 3|, back to battery F thus' supplied torelay G- energizes this relay in the normal direction, but the magnitude of this current is not suflicient to cause relay H to close.

,With relay G picked up in its normal direction,

current from battery E flows through wires 40 and 39, winding of relay D; wire 38, front contact 3! of relay G, wire 35, normal contact of relay G, and wires Ill! and'53 to battery E Relay D therefore. is moved to its normal position, whereupon motor Mis actuated to restore the switch A to its normal position. During this movement of the switch, contacts 1-8 and |-9 are successively operatedto pick up relay B in the normal direction for brief intervals and to transmit a return indication to relay H, whereby this relay is repeatedly energized to flash lamp 90 twice.

The operation of the apparatus to send a re- .turn indication to relay H in response to movements of the switch from reverse to normal is similar to the operation already described in connection with switch movements from normal to reverse and will be understood without further explanation.

When the movement of the switch has been completed, the opening of contact ill-ll interrupts the circuit for motor M, and the level L may then be restored to its neutral position or may be held in its normal position. In the latter case relay G remains closed'and current from battery E flows through wires 33; 4|, 54 and 13, front contact 14 of relay R, wire 15, front contact Hi of relay G, wire Tl, normal contact 18 of relay G, Wire 92, contact 6 operated by switch A, wires 93 and 94, operating mechanism of signal S and wires 82, 83, 6| and 43, back to battery E At the same time, current flows over a branch circuit from wire 93, through wire 95,

operating mechanism of the upper blade of signal S and wire 85 to wire 83. Signal S and the lower blade of signal S are therefore cleared to permit trafiic to move along the stretch W over the switch A in its normal position.

It is sometimes desirable to inform the operator concerning the condition of the track circuit including a switch which is controlled from a remote point. In the present embodiment of my invention I accomplish this result by energizing relay H in its normal direction so that its polar contacts swing to the left When the track circuit including relay R becomes occupied. Thus when relay R becomes de-energized as the result of the entrance of a train into the associated track circuit, current from battery E flows throughwires 40, 6| and 60, winding of relay B, wires 59 and 58, back contact 51 of relay R, and wires 96, 5, 5|, 52 and 53, back to battery E Under these conditions relay B is energized in the reverse direction so that its polar contacts swing to the right, and due to the opening of back contact 58 of relay B, relay C becomes de-energized; During the brief interval of time that relays B and C are both closed, if

lever: L is in its neutral or center position, cur-- Current rent'from; batteries E and-E flows from battery E through wires 33; 4 I and 91, reverse contact H of relay B, wires 23, 32, 25, neutral contact I3,---I3 of 'lever L, wire 86, neutral contact l4l4 of lever-L, Wire l6, winding of relay H, Wires-l1 and 66,front contact 65 of relay C, wire 64, front contact 63 of relay B, Wires 62 and 58, back contact'51 o f-relay R and wires 96, 50, 5|, 52' and 53, to battery E The current thus supplied to the relay H energizes this relay in the normal direction so that its polar contacts swing to the left, whereupon current from battery P flows through front contact 8'5 and normal contact 88 of relay to lamp 89, thereby energizing this lamp to indicate to the operator that the track circuit associated withthe switch A is occupied.

It will be noticed that the return indication concerning the condition of the track circuit, is a single impulse and only flashes the lamp 89 once, whereas the lamp 9 is flashed twice during transit of the switch to give a return indication of movement of the switch. It should also be pointed out that the return indication con-- cerning the condition of the track circuit, may be given when the lever L occupies its normal or its reverse position, as well as the neutral position, for which the circuit has just been traced, the only difference being that when the lever L occupies its normal or reverse position relay J is included in the circuit for relay H.

In explaining the operation of relay J, I will first assume that the switch has been moved to its reverse position, and that the lever L is left in its reverse position so that signal S and the lower blade of signal S have been cleared. With the circuit controller K closed, if a train moves through thetrack circuit including switch A, the de-energization of relay R interrupts the circuits for these signals at front contact 14 of relay R. All signals are therefore at stop when a train occupies the track circuit. After the train has passed out of the insulated portion of track, relay R again becomes energized, and the signals again move to their clear positions when front contact l4 closes. If circuit controller K is open when the train enters the section, the de-energization of relay R places the signals at stop as before. Furthermore, when the relay R becomes de-energized, relay B picks up, thereby opening at back contact 2| thereof the circuit for relay G. Relay G is therefore disconnected from the control circuit until relay C completes, at its back contact, a branch path around contact 2| of relay B. From the instant when relay B picks up until the instant when relay C releases, relay H is energized in the normal direction for causing switch indication lamp 89 to be lighted. On account of lever L being in the reverse position, relay J is now energized, in series with relay H, in the same direction as before the de-energization of relay R, and relay J therefore remains closed irrespective of whether circuit controller K is open or closed.

I will next assume that switch A has been moved to its normal positon, and that lever L has been left in its normal position so that signal S and the upper blade of signal S have been cleared. With circuit controller K closed, if a train moves through the track section including switch A, the de-energization of relay R interrupts the circuits for these signals at front contact 14 of relay R, and hence all signals are at stop while the train occupies the switch track section. After the train has passed out of this section, relay R again be comes energized, and signal S and the upper blade of signal S move to their clear positions when front contact 14 closes. If circuit controller K is open when the train enters the section, the deenergization of relay R places the signals .at stop as before. When relay R becomes de-energized, relay B picks up, thereby opening, at its back contact 2 I, the circuit for relay G until relay C completes, at its back contact, the branch path around contact 2|. Relay H is now again energized in the normal direction from the instant when relay B picks up until relay C releases. On account of lever L being in the normal position, relay J is now energized in series with relay H but in the opposite direction from its energization before relay R becomes de-energized. This reversal of the direction of energization of relay J causes relay J to open its front contact 99. When relay R next becomes energized, contact 14 is again closed and relay B returns to its de-energized positon, thereupon closing back contact 2| and connecting relay G with the line wires extending to the lever L, but relay J is now de-energized and the circuit for relay G is opened at front contact 99 of this relay. Relay G therefore remains in its de-energized position, and the signals remain at stop. Under these conditions therefore, it is necessary to closecircuit controller K to pick up relay J. With circuit controller K closed the branch around the front contact 99 of relay J is closed,

and relay J picks up. The circuit controller K may then be opened, and the relay J will be subsequently held in its energized position through the branch including its own front contact. The circuit controller K therefore permits semiautomatic stick control of the signals associated with switch A in its normal position, it being nec-. essary after each de-energization of track relay R to close circuit controller K momentarily to allow these signals to be returned to their clear positions. With circuit controller K closed, however, the control of the signals is semi-automatic non-stick, the signals returning to their clear positions automatically after the departure of a train from the track circuit.

It should be noted that the impulses of energy supplied to the portion of the circuit including relay H and relay J during a switch movement to its reverse position, that is, the return indication impulses, traverse relay J in a direction opposite to the current normally supplied through this relay from batteries F and F These return indication impulses therefore open relay J. Now if circuit controller K is open to give semi-automatic stick control of the signals, and if a switch movement is started, the consequent de-energization of relay J by the first return indication impulse will interrupt the control circuit for the t h nd revent the complete transit of the switch; In order to prevent this operation, I have provided a branch around the circuit controller K from wire 29, through wire IEH, reverse contact 162 of relay H, wire 63, front contact I94 of relay H, and wire I95 to wire I09. With this arrangement it will be plain that the branch around circuit controller K is closed for an interval of time after the cessation of the return indication impulse due to the slow-release characteristics of relay H. During this holding interval front contact 99 of relay J is shunted by contacts I92 and H34 of relay H so that the circuit is re-established for relay J, and this relay restores its front contact 99 and permits the operation of the switch to continue without interruption.

It should be pointed out that while I have, for purposes of illustration, shown only one group of tralfic governing devices controlled from a central station, any reasonable number of switches, with their corresponding signals, could be controlled from a single control point, an additional lever L and its associated apparatus being provided for each such group. In such installations it should be pointed out that the wire 32 could serve as a common return wire for the apparatus located at all such groups, only one additional wire, corresponding to wire I! in the drawing, being required for each additional group.

One advantage of my invention is that control of a switch and its corresponding signals may be accomplished from a remote point over a single pair of line wires, and that this same pair of line wires may be used to transfer return indications from the switch and signals to the control point to inform the operator concerning the condition of the apparatus which he is controlling.

As explained above, the lever L may be operated to one extreme position to actuate the Although I have herein shown and described only one form of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination with a railway traflic governing device, a first polarized relay, means for moving said device to one position or another according as said first relay is energized in the normal or reverse direction, a second polarized relay, a circuit including said first and second relays in series, manually operable means for supplying said circuit with current of one polarity or the other and of suflicient magnitude to energize the first relay but not the second relay, means operating when said device is being operated to supply the portion of said circuit including said second relay with current of sufficient magnitude to operate such second relay, and indication means controlled by said second relay.

2. In combination with a railway trafiic governing device, a first polarized relay, means for moving said device to one position or another according as said first relay is energized in the normal or reverse direction, a second polarized relay, a circuit including said first and second relays in series, manually operable means for 'rent of sufficient magnitudetooperate such secnormal or reverse direction, a'secon'd'polarized ond relay, and indication 'meanscontrolledby said second relay.

3. In combination with a railway traffic governing device, a first polarized relay, means'for :moving said device to one position or'another'according as said first relay is energized in the normal or reverse direction, a second polarized relay, a circuit including said first and secondrelays in series, manually operable means'for supplying said circuit with current of one polarity orthe other and of sufiicient magnitude 'to"en :ergize the first relay but not the second relay, means effective when said device is being operated to supply said circuit with current of sufficient magnitude to energize said second relay, and means controlled by said-device for attimes removing said first relay from said circuit.

4. 'In combination with a railway-traffic controlling device, a first relay for controlling said device, a second relay, a circuit including said two relays in series, manually-operable means for supplying the circuit with current-to which said first but not said second relay responds, means for at times removing said first relay from said circuit, means controlled by said device for at times supplying theportion of the, circuit containing said second relay with current to which such second relay responds, and indication means controlled by saidsecond relay.

5. In combination with -a "railway tra'flic .governing device, a first polarized relay, means for moving said device to .one position or another according as said firstrelay is energized in the normal or reverse direction, a single pair of line wires extending between said device and-aremote point, means for normally connecting said first 'relay across such 'line wires, manually operable means located at such remote point for supplying current of one polarity or the'other to such lines wires, 2. second relay'connected in series with one of such wires adjacentsaid remote point but requiring a greater current to energize it than is supplied to the relay by said manually operable means, means efiective during operation of said device to disconnect said first relay from one line wire and to supply the line wires with current of sufiicient magnitude to operate said second relay, and. indication means controlled by said second relay.

6. In combination with a railway traffic, governing device, a first polarized relay, means "for moving said device to one position or another according as said first relay is energized inthe normal or reverse direction, a pair of line wires normally connected with said firstrelay, a-manually operable lever, means for supplying said line wires with currents of different "polarities or for connecting the wires together depending upon the position of the lever, a second relay connected in one such wire but not responsive to current from the last mentioned means, a third relay arranged to be energized for a brief interval during operation of said device, a fourth relay arranged to be energized only when such third relay is de-energized, means effective when said third and fourth relays are both closed to disconnect said first relay from said line wires and to supply such line wires with current to energize said second relay, and indication 'means controlled by said second relay.

7. In combination with a railway traffic governing device, a first polarized relay, {means for moving said device to one position or another according as said first relay is energized in the relay, a circuit including said first and second relays in series, manually operable means for supplying said circuitwith current of one polarity or the other and of suflicient magnitude to energize the'first relay but not the second relay, means efiective when said device is operating to supply successive impulses of energy to the portion of said circuit including said second relay, and indication means controlled by the second relay.

'8. In combination with a railway trafiic governingdevice controlled from a remote point, an

indication relay located at such remote point,

'a second relay located adjacent saiddevice, means effective during operation of the "device to energize said second relay repeatedly for brief intervals of time, a slow releasing relay controlled by a backcontact'of said second relay, and means effective whensaid second relay and said slow 'releasing'relay are both closed to supply current tosaid indication relay.

9. In combination, .a'railway switch, amotor for operating'said switch'and having a field and an armature, a first contact open only when the switch-occupies its reverseposition, a second contact open only when "the switch occupies'its normal positionga firstpolarizedrelay, a manually operablelever located'at a'pointremote from the opposite direction including a normal contact of said second relay, said second contact, and the field land armature .of the motor.

10.1In .combination .a. .railway .traflic governing device, a first relay for controllingl.said.-de vice, .a second relay-responsive to the polarity of the current supplied thereto, a circuit including said two .relays,-means--for including in said-circuit, a source of current which energizes the first .but not the second relay, means responsive to traffic conditions adjacent said-device for at times supplying the portion of said circuit including said second relay and said source with current which energizes .saidsecon'd relay with current of one polarity or "the other,- and indication means selectively controlled bysaid second relay .in accordance with the polarity of the current supplied to such relay.

11. In combination with a railway :switch, a manually operable lever located at a :point .remote from the switch, means including a single pair ofline :wires extending between :the switch and said point for movingthe "switch to one position or the :other dependingupon the position of said lever, an, indication relay located at said remote point and respon'sive to the polarity of the current supplied thereto, means efiective upon an operation of said switch to supply successive impulses of current of one polarity to said second relay over said line wires, and means responsive to traffic conditions adjacent said switch for .at timessupply a single impulse of energy of the opposite polarity to said second relay over said line wires.

'12."'In combination with a railwartraffic-controlling device, a first relay for controlling said device, a second relay, a circuit for said relays including a front contact of the second relay, a third relay, means for energizing said third relay during operation of said device, such means operating also to open the front contact of said second relay, and a branch around said front contact controlled by said third relay.

13. In combination with a railway switch, a

signal, governing trafiic over the switch, a first relay for controlling said switch and said signal, a second relay, a third relay responsive to the polarity of the current supplied thereto, a circuit including said three relays and a front contact of the second relay in series, means for supplying said circuit with current'of sufficient magnitude to operate said first and second relays but not said third relay, a manually operable contact connected in parallel with said front contact, means for at times replacing said first relay in said circuit by a source of current sufficient to energize said third relay but of such character as to open said second relay, and a branch around said front contact including a ing device, a first relay for controlling said device, a second relay, a circuit including said two relays, means for including in said circuit a source of current which energizes the first but not the second relay, means responsive to the condition of said device for at times increasing the amount of current in that portion of said circuit including said second relay to cause the energization of such second relay, and indication means controlled by said second relay.

15. In combination, a railway traflic governing device, two indication relays, a control relay, a circuit including said three relays in series, means controlled by said control relay for governing said device, means controlled by said device for controlling one said indication relay, and means controlled by traiiic conditions adjacent saiddevice for controlling the other said indication relay.

16. In combination, an indication relay which becomes energized for a given period of time in a normal direction or for a different period of time in a reverse direction as controlled by a railway traflic governing device, an indication means, and means controlled by said relay for operating said indication means momentarily when said relay becomes energized in the normal direction and also when said relay becomes energized in the reverse direction.

17. In combination, a stretch of railway track including a switch, an indication device responsive to the polarity of current supplied to said device, means controlledby said switch for supplying current of one polarity to said device when said switch is being operated to the normal position and of the same polarity when said switch is being operated to the reverse position, and means controlled by track circuit conditions in said stretch for supplying current of the opposite polarity to said device.

18. In combination, a stretch of railway track including a switch, a polarized indication relay, a track circuit for said stretch including a track relay, a circuit including a front contact of said track relay and a contact operated by said switch for energizing said indication relay by current of a given polarity, and a circuit including a back contact of said track relay for energizing said indication relay by current of the opposite polarity.

roads, a transmittergfor delivering signals for controlling a governing device at a remote station, indication means adjacent said transmitter selectively controlled in response to traffic conditions at said station, and manually controlled means for at times placing said transmitter under the control of said indication means.

20. In a despatching system for railroads, the combination with a despatchers oflice having a signal transmitter comprising a plurality of control circuits each arranged when closed to give a distinctive character to the sign-a1 delivered by said transmitter, of indication means associated with said transmitter and supplied with indication signals from a remote point, and a branch for one said control circuit controlled by said indication means.

21. In a despatching system for railroads, the combination with a despatchers office having a signal transmitter comprising a plurality of control circuits each arranged when closed to give a distinctive character to the signal delivered by said transmitter, of indication means associated with said transmitter and supplied with indication signals from a remote point, means controlled by said indication means and selectively responsive to a particular indication signal for controlling one of said control circuits, and manually controlled means in the despatchers office for preventing the control of said one circuit by said indication means.

22. In a despatching system for railroads, the combination with a despatchers ofl'lce having a signal transmitter comprising a plurality of control circuits each arranged when closed to give a distinctive character to the signal delivered by said transmitter, of manually controlled means for selectively controlling said circuits, indication means associated with said transmitter and selectively controlled from a remote point, and manually controlled means for placing one of said circuits under the control of said indication means.

23. In a centralized traflic control system for railways, a dispatchers oflice and a remote station, a track section and a signal governing traffic through said section at the station, control means at the ofiice for clearing said signal when said section is unoccupied, a stick control circuit for said signal including a stick relay and a front contact of said relay as well as a second contact adapted to be opened when the track section is occupied, a non-stick control circuit for said signal including said relay and said second contact but not including said first contact, and manual means at said ofiice for rendering one or the other of said control circuits available at will whereby said signal may optionally be caused to remain at stop or to clear automatically following the movement of a train through said v section.

24. In a centralized trafllc control system for railways, a dispatchers oflice, a track section at a remote station, a railway signal governing traffic through said section, control means at the o ifice for clearing said signal, a holding circuit for said signal comprising a stick relay and its front contact and a control contact, means responsive to the occupancy of said section for opening said control contact to release said stick relay, and manually controllable means at said office for bridging said front contact.

25. In combination with a railway trafiic governing device, a control relay, means controlled by said relayfor operating said device, a second relay and a movable contact adjacent said device, a single pair of line wires; extending from said device to a remote point, manually operable lever contacts at said remote point; a control circuit including said lever contacts, said line wires and the control relay; a first indication circuit including said lever contacts, said line wires, a front contact of'said second relay, and said movable contact; a second indication circuit including saidlever contacts, said line wires, and a back contact of said second relay; indication means at said remote point included in all said circuits but selectively responsive to the closing of said first or of said second indication circuit, and indicators controlled by said indication means to indicate the de-energization of said second relay or the closing of said movable contact.

, 26. In combination with a section of railway track including a trackswitch, a control relay for the switch, -means controlled by said relay for operating the switch, a track relay for the section, and a movable contact independent of said track relay, a single pair of line wires extending from the switch to a remote point, manually operable lever cont cts at said remote point; a control circuit including said lever contacts, said line wires, and. the control relay; a first indication circuit including said lever contacts, said line wires, a

front contact of the track relay and said movable contact; a second indication circuit including said lever contacts, said line wires and a back contact of the track relay; and indication means at said remote point included in all said circuits but selectively responsive to the closing of said first or of said second indication circuit, an indicator controlled by said indication means to indicate when the track relay becomes de-energized, and a second indicator controlled by said indication means to indicate when said movable contact is closed.

27. In combination with a stretch of railway track including a track switch, a control relay for the switch, means controlled by said relay for operating the switch, a track relay responsive to trafiic conditions in a portion of said stretch, a single pair of line wires extending from said device to a remote point, a three-position manually operable circuit controller at said remote point; control circuits for governing said control relay and including said line wires, the control relay, a source of energy, and contacts of the circuit controller closed only in one extreme position or the other of said controller; an indication circuit including said line wires, a contact of said track relay, a second source of energy and a contact of the circuit controller closed when said controller is in the mid position; and indication means at said remote point included in all said circuits but selectively responsive to current from said second source of energy to indicate the condition of said track relay at said remote point.

28. In combination with a railway trafiic governing device, a control relay, means controlled by said relay for operating said device, a first and a second relay adjacent said device, a single pair of line wires extending from said device to a remote point, manually operable lever contacts at said remote point; a control circuit including said lever contacts, said line wires and the control relay; a first indication circuit including said line wires and contacts of said first and of said second relay, a second indication circuit including said line wires and contacts of said first relay and contacts of said second relay closed when said first named contacts of said second relay are open, and indication means at said remote point included in all said circuits but selectively responsive to the closing of said first or of said second indication circuits to indicate. the condition of said relays at said remote point.

29. In combination with a railway traffic governing device, a polarized relay for controlling said device, a control circuit for said relay including a manuaily movable lever, a stick relay having its winding and a front contact included in said control circuit, an indication relay controlled by said device, and means controlled by said indication relay for at times shunting the front contact of said stick relay.

30. In combination with a railway traffic governing device, a polarized relay for controlling said device, a control circuit for said relay inciuding a manually movable lever, a stick relay having its winding and a front contact includedin said control circuit, a slow release relay controlled by said device, and means including a front contact of said slow release relay for at times shunting the front contact of said stick relay.

31. In combination with a railway traiiic gov-- 1 erning device, a polarized relay for controlling said device, a control circuit for said relay including a movable lever, a stick relay having its winding and a front contact included in said control circuit, an indication relay con trolled by said device and by track conditions adjacent said device, and means controlled by indication relay for at times shunting the front contact of said stick relay.

32. In combination with a railway trafiic gov- E erning device, a polarized relay for controlling said device, a control circuit for said relay including a manually movable lever, a stick relay having its winding and a front contact included in said control circuit, means controlled by traffic.

conditions adjacent said device for opening said control circuit at times to release said stick relay, an indication relay controlled by said device, and means controlled by said indication relay for at times shunting the front contact of said stick relay.

33. In combination with a railway trafiic governing device, a polarized relay for controlling said device, a control circuit for said relay includ-' ing a manually movable lever, a stick relay having a polarized indication relay controlled by said device, and means including a polar contact of said indication relay for at times shunting the front contact of said stick relay.

34. In combination, a detector section of railway track including a track switch, a polarized control relay for controlling the switch, a control circuit for said relay including the winding and a front contact of a stick relay, a polarized indication relay controlled by the switch and by the track relay for said detector section, and means controlled by said indication relay and selectively responsive to its control by the switch for shunting the front contact of said stick relay.

35. In a remote control system, a detector section of railway track containing a track switch, a polarized relay for controlling the switch; a control circuit for said polarized relay including the winding and a front contact of a stick relay and a second contact adapted to be opened when the detector section is occupied; a second control circuit for said polarized relay including the stick relay and said second contact but not said front contact; and a manually movable lever for rendering one or another of said control circuits available at will.

36. In combination with a railway trafiic governing device, a polarized relay for controlling said device, a control circuit for said relay including a source of energy and manually controlled contacts movable from one control position to another through an intermediate position to reverse said polarized relay, a stick relay having a stick circuit which opens when said contacts are moved from one control position to the other, a slow release relay having a circuit closed in accordance with trafiic conditions adjacent said device when said contacts occupy said intermediate position, and a pickup circuit for said stick relay controlled by said slow release relay.

37. In a system for the remote control of a movable device, a manually movable control lever, a control circuit for the device including contacts of said lever closed when the lever is in one extreme position or another, a slow release relay controlled by conditions adjacent said device and having a circuit closed when said lever is in an intermediate position, and means for governing the continuity of said control circuit comprising a stick relay having a stick circuit closed only when the lever is in one extreme position or the other and a pickup circuit controlled by said slow release relay.

38. In a system for the remote control of'a movable device, a manually movable control lever,

a control circuit for the device including contacts of said lever, a slow release relay controlled by said device, and means for governing the continuity of said control circuit comprising a stick "relay having a pickup circuit controlled by said slow release relay and a stick circuit controlled by said lever.

39. In combination with a stretch of railway track including a track switch, a control relay for the switch, means controlled by said relay for operating the switch, a track relay responsive to traflic conditions in a portion of said stretch, a single pair of line wires extending from said de- Vice to a remote point, a three-position manually operable circuit controller at said remote point; control circuits for governing said control relay and including said line wires, the control relay, a source of energy, and contacts of the circuit controller closed only in one extreme position or the other of said controller; an indication circuit including said line wires, a contact of said track relay, a second source of energy and a contact of the circuit controller, and indication means at said remote point included in all said circuits but selectively responsive to current from said second source of energy to indicate the condition of said track relay at said remote point.

40. In combination with a railway traflic governing device, a control relay, means controlled by said relay for operating said device, a first and a second relay adjacent said device, a single pair of line wires extending from said device to a remote point, manually operable lever contacts at said remote point; a control circuit including said lever contacts, said line wires and the control relay; a first indication circuit including said line wires and certain contacts of said first and of said second relay, a second indication circuit including said line wires and other contacts of said first and. of said second relay, and indication means at said remote point included in all said circuits but selectively responsive to the closing of said first or of said second indication circuits to indicate the condition of said relays at said remote point.

HERBERT A. WALLACE. 

